Strong winds that were consistently above 20 knots provided challenging and exciting conditions for the 21-strong fleet, although two boats were consistently at the head of the pack. Photo Rolex/Carlo Borlenghi

On corrected time, the Swan 80 Selene, from the Cayman Islands, dominated the five-strong Class A for yachts over 18.29m in length. She sailed a perfect regatta to win all four races on handicap. Photo: Rolex/Carlo Borlenghi

Winner of Class B was a British Boat with a South African crew, James Blakemore’s Swan 53 Music. After taking the runner’s up prize at the inaugural edition of the regatta two years ago, she revelled in the strong winds this year, storming to overall victory with a win in every race. Photo: Rolex/Carlo Borlenghi

Tom Siebel’s Swan 90 Odin is a boat with an enviable number of regatta successes to her name and was the fastest competitor on the water this year, even though she failed to break through Selene’s dominance on corrected time. Photo: Rolex/Carlo Borlenghi

Second in Class B was the smallest boat at the regatta, Paolo Scerni’s American Swan 42, Kora 6, which finished six points behind Music. Photo: Rolex/Carlo Borlenghi

Joe Mele’s American Swan 44 Triple Lindy may not have gained a place on the podium at the end of the regatta, but she was undeniably well sailed and made a spectacular sight running under a big spinnaker in the strong winds. Photo: Rolex/Carlo Borlenghi

]]>0Paul Grimeshttp://http://www.yachtworld.com/boat-content/?p=151592015-03-24T18:11:23Z2015-03-29T11:06:45ZNow and then you’ll spot a yacht on the market which appears to be a real bargain. And maybe it is; yacht owners have all kinds of reasons for selling, and sometimes they need to sell their boat fast. But sometimes, what appears to be a bargain might be a bust.

Let’s say you’ve found photos of Mom’s Mink, which looks great and is priced to be such a sweet deal it seems almost too good to be true. You go to see it, but you notice that some of the equipment onboard has Aquaholic written on it. So when you get home, you Google “Aquaholic yacht Hurricane,” and up pops a photo like this.

Is this dreamboat really a nightmare waiting to happen?

So you decide to call the seller, and he says “Yes, it was in Hurricane Sandy and got banged up a bit, but the owner did a great job repairing it.”

Aside from an obvious breakdown in honesty in this case, you can get hurt physically or financially by sub-standard or incomplete repairs. Any reputable broker wouldn’t dream of listing a boat that once looked like this without being clear and up-front about it, so in this case, trust has been eroded all around. That said, from years spent in my own boat repair shop, I can see the owner’s side of things all too well. When a yacht gets damaged and the insurance company gets involved, they hire a surveyor who documents the damage, and then they secure estimates from local yards. The repair yard likely operates with full waterfront overhead and needs to charge $85 to $100 per hour for their work. If the boat needs to be transported, that adds cost to any estimate. All of this pushes the cost of the repairs upward toward the fair market value of the boat.

Once the cost of the repairs gets to around 80 percent of the “Agreed Value” or “Actual Cash Value” (depending on the policy), the insurance company is likely to declare it a “Constructive Total Loss” (CTL), write a check to the owner, and turn to a salvage company to sell what remains of the boat.

An insurance company might “total” a yacht, but someone else can buy the wreck, fix it up, and re-sell it.

Enter the owner of the small repair shop, who works out of a building located inland, in a less expensive area. The shop owner buys the boat cheaply from the salvage company, fixes it up, and then sells it.

In many ways, this is a great service to the industry and the planet—the boat stays out of the landfill, and a once-useless hull can return to the water. But once the boat leaves the insurance “system” the incentives change. There’s no owner or insurance company monitoring the repairs, and the boat just needs to look good enough to sell. It’s likely there’s no documentation of the work, just “putty and paint to make ‘er what she ain’t.” Of course, the exact opposite may also be true and perhaps the repairs were done carefully by a competent shop, that was familiar with this type of yacht—but how do we know?

The Surveyor Says…?

Can’t a good surveyor determine if the boat is sound, no matter who fixed it? Not really. During a normal pre-purchase survey, the surveyor uses nondestructive tests and visual inspections. On the hull, for instance, the surveyor will likely tap the surfaces and use a moisture meter—but that can’t determine whether a damaged area was repaired with an adequate fiberglass laminate, or whether the type of resin used and the size of the overlap onto the undamaged laminate is sufficient.

So, how can you figure out if Mom’s Mink is as good a deal as it seems? As soon as you’re aware that a boat or yacht you’re looking at has gone through significant damage and repair, ask for any documentation of the process and find out who was involved. Then get the hull number and any other information you can, and start Googling. You’ll be amazed what you can find within minutes. Finally, realize that there’s a value in dealing with established, reputable yacht brokers.

Tell to Sell

If you’re selling a yacht that’s been through this chain of events, you’ll want to do your own Googling to find out what’s out there. Then be ready to provide as much information as possible on the damage and repairs. That includes before, during, and after photos, specifics on parts repaired or replaced, details regarding what laminates and resin were used for repairs, and any testing or sea trials that have been done since the fix. When the next buyer of Mom’s Mink comes along, it’s in everyone’s best interest for that person to know exactly what they’re getting.

]]>0Kim Kavinhttp://www.charterwave.comhttp://www.yachtworld.com/boat-content/?p=151632015-03-30T14:22:15Z2015-03-28T11:06:00ZGrady-White introduced the 330 Express in 2001 with the promise of taking modern outboard power to a new level. Working with strategic partner Yamaha Marine, the builder sought to create a never-before-seen amount of onboard space, giving boaters the kinds of comforts previously enjoyed only aboard larger boats with inboard power. At the time, she was the biggest Grady-White ever offered.

The 2015 make-over is the most significant update since the 330 Express was launched.

Critics loved her, and customers couldn’t get enough of her. The 330 Express eventually inspired the creation of the 360 Express, and Grady-White was still offering new options for the 330 a full decade after her debut, including a new hardtop version that started to appear in the 2011 model year. In 2012, Grady-White began offering the 330 Express in hull colors other than white, including “sea glass green,” “vista blue” and “harbor blue.”

Today, 14 years after she first hit the water, the 330 Express is getting her first significant makeover. Traditionalists may cringe, but the builder says it’s once again time to give boaters the kinds of comforts they have become accustomed to seeing in larger models.

This is Hull No. 14 of the Grady-White 330 Express, which premiered in 2001.

“This boat’s basic design—with the amazing ride of the SeaV2 hull—is and always has been a winner,” said David Neese, Grady-White vice president of engineering. “Yet, we are dedicated to continuous improvement and exceptional attention to the details that set our boats apart in the marketplace. This focus means we must and absolutely will make changes to even our best-selling designs, especially to advance with technology and evolving customer wants and needs.”

The Express 330 for 2015 thus includes reconfigured seating, which should make it easier to move around the helm. In fact, the whole helm space has been revamped and now includes not only the standard hardtop but also two options: an integrated painted aluminum-frame helm enclosure with safety-glass windshield, or a Grady-White Airview hardtop with an electronically sliding sunroof or manually sliding hatch.

“I think the most feedback we’ve been getting is on the top, the Airview,” said Brad Coleman of Grady-White’s marketing department after the new Express 330 premiered at January’s Progressive Insurance New York Boat Show and February’s Miami International Boat Show. “It gives you more visibility when you’re in the boat. Before, you had the gap between the top of the hardtop and the glass. Now, the glass goes all the way up.”

Grady-White’s Airview hardtop has been the most talked-about feature on the new 330 Express.

To update the 330 Express inside as well as out, Grady-White added brighter cabin lighting, more luxurious interior fabrics and new countertops and cabinetry in the galley.

“The emphasis really is on enhancing the ‘people aspects’ of this time-tested design,” said Shelley Tubaugh, Grady-White vice president of marketing. “We’ve improved footrests and added a contoured helm seating option plus even more comfort options for the port and starboard bench seats, and we’ve tweaked every nook and cranny of the helm area.”

Model year 2015 will also be the first to include a cockpit grill and refrigerator, along with new hull-color options. In addition to those previously mentioned, hull colors for the 330 Express now also include “sand” and “coastal fog blue.”

“We believe that our 2015 graphics updates including those to the hull side, a new windshield profile, as well as several hull color options elevate the look of an already striking boat,” Tubaugh said.

With these new features and options, the builder hopes not only to attract new buyers, but also to encourage owners of older-model 330 Express boats to trade up for a newer model—which could generate even more listings in the future. Want to see what’s on the market right now? Check out these current Grady-White 330 Express listings.

]]>0Alex Smithhttp://www.yachtworld.com/boat-content/?p=152062015-03-26T18:57:24Z2015-03-27T11:05:32ZThe 2015 Sunseeker Predator 57 was three years in development, and now Alex Smith takes us for a tour the Predator 57′s key features.

Down below there is accommodation for six guests and a galley that is bathed in natural light from the open stairwell up into the saloon. The focus aboard this 40-knot luxury cruising machine is, as you would expect, on the social areas: the saloon area behind the helm station and back into the cockpit.

The enormous sliding hard top on the Sunseeker Predator 57 allows copious amounts of natural light in without compromising on the shelter and warmth available when the weather closes in. But the highlight, in terms of design ingenuity is the sliding patio doors. These are built to not only slide out of the way but also drop below deck to create an inside-outside area over 30ft long.

]]>0Zuzana Prochazkahttp://www.yachtworld.com/boat-content/?p=151522015-03-24T17:50:51Z2015-03-25T11:49:42ZThe Selene line of long range ocean trawlers was named for Selene, the Greek goddess of the moon who travels across the night sky in a silver chariot drawn by white horses. (I had to look that up – but it did shed some light on the design of the brochure.) The boat was originally marketed under the brand name Solo but as the line gained popularity in the US and in Europe, it was renamed. Today, the company builds boats up to 92 feet, but they started smaller and the 47 was one of their most popular models in the early 2000s.

The Selene 47 sports a very shippy look due to its raked wheelhouse windows and is generally a well appointed sea-going trawler that makes a great combination of safety, versatility and affordability.

Design, Construction and Performance
The Selene line of modified displacement-hull trawlers comes from Jet-Tern Marine, a subsidiary of Jet-Tern Group, the largest tableware manufacturer in the world. The shipyard was started in 1998, and was the darling of naval architect and passionate boat-builder Howard Chen. Ted Hood, the pre-eminent sailboat designer, was also associated as part of the Selene dealer network and an advisor for design. Initially located two hours from Hong Kong on mainland China, the shipyard first produced the 43 foot Solo that was later re-launched as the Selene 43 and then extended into the Selene 47.

Below the waterline, Selenes are solid fiberglass. Above the waterline and throughout the deck, the construction is vacuum-bagged balsa or Divinycell coring. Structural beams are all fiberglass for longevity and attention to detail is high in every aspect of construction. The 47 has a fine entry but gets tall and beamy very quickly. Altogether, it’s a snappy boat that responds well, is maneuverable and although bouncy in a chop, keeps rolling to a minimum due to its flat bottom. Visibility forward from the flybridge is not great but is adequate from the sides and from the wheelhouse below.

The majority of owners are couples who coastal cruise or head offshore on waters anywhere between Alaska and Mexico or Maine and the Caribbean. Top speed for the 47 is 10.5 knots with cruising speed around nine knots where the burn rate is approximately 3.5 gallons per hour. However, with the standard 950 gallons of fuel at 7.5 knots, it’s possible to have a range of 2,500 to 3,000 nautical miles—and that makes the boat a true bluewater voyager.

Flybridge and Deck
One of the striking things about Selenes was the extensive list of standard features. For example, the flybridge, which can be an expensive option on other boats, came standard on the 47. Other standards were the shower in the aft cockpit, the huge lazarette below the cockpit, the bowthruster, and the hinged swim step that can be a lifesaver in a marina that allows no overhang. The cockpit is fully covered by the flybridge, as are the sides for maximum protection from the elements.

Forward, there’s a large vertical electric windlass, out of the way in the deep anchor locker so it’s not activated by accident. There is also a beefy twin anchor roller and a large Sampson post to take the strain off the windlass in an anchorage. Cleats are recessed and there are plenty of handholds when moving the entire length of the vessel.

Layout & Accommodations
There’s a good seating area in the wheelhouse so others can keep the helmsman company, and the spot behind the seating bench extends out into a bunk for anyone off watch. The electrical panel is easily accessible and well-labeled, and there’s also a convenient, full-sized chart table.

The large saloon is a top-notch combination of good joinery, leather cushions, bamboo blinds, high-end fixtures and a teak and holly sole.

Just a few steps down from the wheelhouse is a seagoing galley amidships. A unique feature of the Selene models is the commissary – a crawl-in stowage space, which is below the saloon sole and behind the engine room. This really makes an impression as it features a 10-cubic foot deep-freeze, a wine rack, and dry stowage, all of which came standard. The finish in this pantry below the sole is of the same quality as anything visible in the galley or saloon.

A few steps down to port, there’s a washer/dryer combo and immediately to the right is the engine room door. The crawl-in engine room provides plenty of handholds and great access to key systems.

The master stateroom is in the bow, with an island queen berth, plenty of stowage space and a plush finish. The head features a bathtub. The guest cabin has two bunk beds and can be left open due to its sliding door. The guest head has a separate shower stall and just like the master head, it feels like a bathroom rather than a boat head.

Systems & Mechanical
Many of the systems on the Selene line were standard including the dual Racor fuel filtration system, four bilge pumps, and an oil exchange pump system. Most of the components and the engines were U.S.-sourced and included names like Grunert, Westerbeke, Cummins, and Village Marine. Gelcoat, paints, and pumps were also sourced in the U.S. or outside of China so maintenance and availability of parts were greatly simplified.

There’s an optional fuel transfer system to spread the weight of the 950 gallons between two baffled tanks, so trim can be adjusted depending on the kind of provisioning that was done. The boat is designed so that the engine can be removed via the saloon sole, through the galley (the headliner is removable) and out via the flybridge. It takes approximately a half a day for removal and a half a day for the installation of a new engine. Few boats are actually designed for ease of engine removal, and this feature shows some forethought that might benefit second and third owners looking to repower.

The systems on the Selene line are similar from model to model and most of the original boats differed primarily in length, which was added through the saloon and the cockpit. Otherwise, the boats remained basically the same. This made them more economical to build, and owners who moved up in the line to larger boats did not have to come up a completely new learning curve.

Resale value has held over the years, which speaks volumes about these trawlers. For anyone considering heading offshore for extended cruising, a general rule of thumb is that you can expect to add 10 to 40 percent to the base price of a boat when outfitting for bluewater voyaging. However, the extensive list of standard equipment that each Selene came with right out of the factory makes these boats a great value on the brokerage market today. And remember, every Selene trawler came with a custom set of flatware – courtesy of Jet-Tern Group – so you can cross that off your list, too.

]]>0Zuzana Prochazkahttp://www.yachtworld.com/boat-content/?p=150862015-02-26T16:14:08Z2015-03-15T11:12:49ZOrion of the Seas is one of very few megayachts with a history almost as long as its LOA. The 162’ long twin-masted schooner rolled out of the Camper & Nicholson shipyard in Gosport, United Kingdom in 1910 and was christened Sylvana. Rumor has it that the vessel was commissioned for the Spanish royal family. Over the next century, she was known under five different names and was cared for by 12 meticulous owners, one of whom followed her for 30 years before acquiring her and funding a complete, two-year refit beginning in 2003. With a full restoration to her historic glory, but with modern updates including twin Caterpillar engines and new generators, Orion of the Seas was launched to once again sail the Mediterranean in style.

The Orion of the Seas is more than your average megayacht, in more ways than one.

This sailing yacht has a hull built of teak and oak planking on steel frames, and her superstructure is largely teak. Her restoration was a multi-million-pound project involving the rebuilding of the whole hull upper works and systems. The hull planking was removed and the bare steel frames were re-galvanized and painted. New teak and iroko hardwood planks were bolted on as the yacht was rebuilt from the keel upwards. Finally, her mahogany interior was returned to its original splendor by skilled craftsman and she was, once more, fit for a king.

Her beam is an impressive 24 feet and she draws nearly 14 feet which means her crew needs to pick their ports carefully. With her new engines, Orion of the Seas has a top speed of 13 knots and can cruise under power at 11 knots. Under sail, she can reach 10 to 12 knots and is a sight to behold, a majestic ship that dominates any harbor she visits.

There’s no doubt, this boat will be a star in any anchorage it enters.

Orion of the Seas can carry up to 10 overnight guests housed in the full-beam master suite and four en suite guest staterooms. Eleven professional crew may be accommodated to provide guest services, and with that kind of guest/crew ratio, it is sure to be a luxury cruise. The yacht has regularly appeared on racing circuits for vintage megayachts such as the Veteran Boat Rally in 2001. She has earned the nickname “Pearl of the Mediterranean” and now this jewel of maritime history is located in Italy—and is ready for a new owner.

]]>0Lenny Rudowhttp://blog.boats.com/2012/08/video-bio-lenny-rudow/http://www.yachtworld.com/boat-content/?p=151472015-03-06T16:24:11Z2015-03-13T11:05:24ZAccording to reviewer Zuzana Prochazka, the Monte Carol MC4 isn’t just designed for modern entertaining; it’s also designed for modern performance. This boat runs on Volvo Penta IPS pod drives, which have proven superior to traditional inboards in many ways. In fact, this 45’3″ long, 17’10″ wide, 26,499 pound boat hits 30 knots and cruises in the low 20 knot range while burning just 28 or 29 GPH. And even though Zuzana didn’t move it from the dock at Fort Lauderdale, we have confidence in these numbers because another one of our reviewers, Gary Reich, ran this boat in Annapolis, Maryland, shortly before the show.

Gary was also impressed with the creature comforts. “The outside spaces on the Monte Carlo 4 are nothing short of spectacular. Starting aft, there’s a huge, teak-decked swim platform with tons of space for just about anything you’ll do close to the water.” (Read more in the full review on boats.com: Beneteau Monte Carlo MC4: Plush Performance.)

]]>0Zuzana Prochazkahttp://www.yachtworld.com/boat-content/?p=150802015-03-06T16:12:57Z2015-03-11T11:02:45ZA love affair with a sailboat is like a relationship you never quite let go. You may have moved on but you’ll never forget it, and although I eventually bought another boat, I’ve been a fan of the classic Catalina 38 for years. With its sleek lines and terrific performance, this one continues to hold a spot in the heart of many and actually has lived up to the promotional literature that boasted of “enduring desirability.” In fact, when it was introduced in 1979, it was thought to have brought an East Coast sensibility to the West Coast production market at the right time and at the right price. Today you can still see these hulls on club racing circuits and in quiet anchorages around the country.

This boat was designed as a racer by Sparkman & Stephens and was originally put into production and sold as the Yankee 38. One look at its sleek lines and round tumblehome and you can tell it’s an S&S IOR design from the 1970s. Some years later, Catalina bought the molds and Frank Butler made several changes including replacing the flush deck with a cabin house to make the sailboat more appealing to a coastal cruising market.

These boats were bare boned at first and definitely racing-oriented, with tillers instead of the Edson wheel steering that was introduced later, and gas engines instead of the four-cylinder Universal diesels that became standard. The interior originally featured pipe berths and Spartan décor with none of the teak trim that later made the accommodations more appealing. Together, these changes brought the boat into the racer-cruiser category, fit for both, a racing crew or a cruising family, and it became so popular that some 365 hulls were produced between 1979 and 1989. The boat even became a famous Congressional Cup contender.

The hull was originally a two-piece construction with a poured lead keel. It was two pieces, because unlike the designs of today, that kind of a tumblehome made it impossible to get the boat out of the mold. The broad beam (over 11 feet) was swept gracefully back to a narrow wineglass transom. The original S&S design included a very sleek swept-back keel that maximized good performance to weather. Catalina later offered an optional shoal-draft version to expand the market to areas with skinny water. The keel-stepped, double-spreader, high-aspect ratio rig and fine entry made the 38 extremely fast to weather and able to outpoint many competitors of its time.

Standard equipment varied. Propellers were either two or three-bladed fixed, standard winches became self-tailing, and deck hardware came from different manufacturers depending on the purchasing agents. But the basic 38 remained mostly intact and sold very well for over 10 years, which speaks volumes about its design and appeal.

Layout and Accommodations

The layout is representative of the design’s time and heritage. Aft of the anchor locker is a comfortable v-berth followed by a head and shower combination to port with a hanging locker to starboard. The saloon follows with a U-shaped settee to port and a straight settee to starboard. The galley originally came with a two-burner stove, a double sink and an icebox that many owners later replaced with true refrigeration. The nav station is just forward of the quarter berth (which forms the nav seat) to starboard. At a stretch the design can sleep seven, but for cruising, it’s a perfect couple’s boat.

Today’s Catalina 385 is a more modern design, but remains a comfortable cruiser-racer.

Racing and Cruising

It’s much debated today, but it’s rumored that the last of the 38s actually came out of the mold in 1989 and may have been sold in 1990. They seem to have been supplanted by the original Catalina 36 that ran concurrently in the mid 1980s, but the more modern boats finally won out because they provided the market with a more sought-after layout including a separate aft cabin instead of a quarter berth, and a wider transom and cockpit for more room and cruising comfort.

The racing and cruising heritage of these boats has lead a long and healthy life. The Catalina 38s have performed consistently in club races and done very well in PHRF races over the years. There are many of the old classics still out there. They typically range in price from $35,000 to $55,000, which is remarkable since they sold for around $70,000 to $80,000 when new.

Many of these boats have made their way to Mexico and the Caribbean. With some beefing up of old rigging and other deck hardware and systems, I wouldn’t hesitate to take this boat on an extended cruise. And although I love my current boat, as I see myself write these words, I wonder what would have been if only I had bought a Catalina 38…

]]>0John Burnhamhttp://www.boats.comhttp://www.yachtworld.com/boat-content/?p=151402015-03-16T10:47:51Z2015-03-08T11:03:31ZAlex Guererro welcomed me to the Absolute Yachts display at the 2015 Miami Yacht & Brokerage Show and introduced me to his dealership, YachtBrasil USA, which sells Absolute Yachts and five other Italian brands in the Southeast U.S. and Caribbean. In the process, I learned about the DNA of his dealership, which owes its name to many years of affiliation with the biggest dealership in Brazil.

YachtBrasil is now called One Yachts, and YachtBrasil USA is an independent business operating from Miami Beach Marina, selling brokerage and new models. Absolute is one of YachtBrasil USA’s leading offerings, and the story of Absolute, which I learned from Alex and Cesare Mastroianni, the Absolute international sales manager, bears both similarities and significant differences from other Italian boat and yacht brands.

Most well-known Italian brands have been in business for generations; Absolute Yachts didn’t begin production until this century, in 2002. Yet the company’s leadership has life-long boatbuilding experience, and as the business has grown, they have added more and more talented veterans to their team. The result can be seen in offerings like this Absolute 40STL.

How the boats look is important, of course, but a high degree of focus on technology is also fundamental; for example, Absolute was involved from the start with Volvo-Penta’s IPS drive development, and all models, including the Navetta 58 shown here, feature IPS systems as standard equipment.

Absolute invests in its own engineering and design, which was key to the IPS progression; on a detail level, I also noticed interesting features throughout, ranging from silent, magnetic door latches to practical, mechanical chaise lounge adjusters on the bow.

The interior designs are unusual, too— you’ll see a notable mix of lustrous fabrics and materials that are superyacht-styled and on this year’s models, a strong walnut-grain finish that may strike some as idiosyncratic and rigid when they learn that no optional finishes are offered. The main saloon of the Absolute 60 Fly, for example, struck me as spacious and congenial, including an indoor sitting area and a large galley, plus helm station and associated seating area.

Absolute has progressively modified its boats since the Recession, shifting away from less practical, more demonstrative open designs to more versatile flybridge cruisers that run in the 20- to 30-knot range. Pricing is extremely competitive in a class that includes models from Azimut, Princess and Sunseeker. While Absolute styling won’t appeal to everyone, I would be surprised if they didn’t sell more boats this year than last, when they sold a dozen in the U.S. and about five dozen worldwide.

Cesare gave me a tour of the Absolute 60 Fly, and I noted the attractive al fresco dining on the main deck, aft, which can be sheltered from sun or wind by an electric curtain that lowers astern of the seating area. On the starboard side, I found an extra IPS control station, likely to be much more convenient to docking than the main helm or the fly bridge.

In the cabins, again the combination of luxury and practicality was notable. The master cabin has more than six feet of headroom and a large head. The shower is situated as Absolute insists on all boats, against the outer hull, so a port can be opened for ventilation.

If you’re like me and haven’t heard much before about Absolute, stay tuned. YachtBrasil USA and other dealers, such as Strongs Marine on Long Island, expect to launch more of these in harbors near you, soon. In Miami Beach Marina right now, Alex can take you aboard any of four Absolute models for viewing and testing, and he has more models on the way from the factory in Italy.

]]>0Lenny Rudowhttp://blog.boats.com/2012/08/video-bio-lenny-rudow/http://www.yachtworld.com/boat-content/?p=151262015-03-03T21:23:41Z2015-03-06T11:05:18ZThe Viking 52 ST is a new model with no flybridge. Instead there’s a hard top and a tower (ST stands for Sport Tower). Why not have the flybridge, and the extra cabin space and higher helm station vantage point that goes along with it? When reviewer Zuzana Prochazka steps aboard, she quickly finds out why this works.

The owners commissioned Burger to build this authentic creation in homage to the Art Deco age of 1920s fantail cruisers. Famed sailboat designer Bruce King shaped the hull with a slender keel, to produce minimum wake.

Catena says the boat is art itself, so there is no need to display any on the walls. The saloon is a blend of woods with a bar of onyx, opposing an alcove of crystal and lead-paned glass and Lalique panels. Round ports, curved doors, skylights, and classic window treatments dazzle with old world charm.

The wheelhouse deck was raised six inches for better viewing, and a contemporary electronics suite was shoe-horned into the narrow confines of this traditionally-scaled command center. The owner’s favorite spot underway? Perched atop the sumptuous leather port and starboard settees.

A jewel box interior in the main saloon of this yacht features classic round ports and teak grating, with stainless steel and brass detailing and a circular overhead skylight that peeks out on the fantail deck.

The spacious on-deck master suite defies the narrow beam of this slender cruiser. Constructed over the engine room, it features floating floor and beaded ceilings over foam padding, with insulated doors for ultimate soundproofing.

Freikovich says the interior is a contemporary and functional interpretation of the Art Deco period. The VIP desk area incorporates the use of madrone burl, mahogany, padouk, sycamore, and ebony detailing, with a traditional family of classic moldings.

The interior design combines old world charm with the contemporary, as well as creative stowage to accommodate living on board for longer voyages. The VIP below decks is equal to the on-deck master, with interior joinery that includes more than 20 inlays.

At 151 feet overall, the Sycara IV has a waterline-length of only 118 feet. The narrow side-decks and low profile produce a historically true design, though also one of smaller volume.

The megayacht-worthy socializing area topside has a bar, dining area, and hot tub, all of which are lower than the forward teak cap rail at 19’6″ off the water. Note that even the communications domes (the tops of which are just visible behind the launch) are kept at that height.

A restored 26′ Elco classic runabout (of over two tons) lies securely above the fantail deck. Sycara IV‘s most strikingly distinctive fantail defines what the owner calls a family heirloom.

Sycara IV‘s hull and superstructure are built of corrosion-resistant Alustar, an aluminum alloy. This sweet stern produces less than one foot of wake at its top speed of 14 knots, while burning just 26 gph.

The owners wanted – and received – a historical presentation in an American-built yacht. The Sycara IV‘s teak decks and defiantly retro profile also include a bowsprit and mast of carbon fiber, painted to mimic teak and mahogany.

The combination of laced canvas between stainless-steel frames with individual oval-topped wheelhouse windows harkens to the classic era of motor cruisers. The stately bell and butterfly hatches add to the effect.

Sycara IV has a fine entry, clipper bow, and telescopic bowsprit for fitting into shorter slips.

]]>0Neil Rabinowitzhttp://neilrabinowitz.com/http://www.yachtworld.com/boat-content/?p=151172015-03-09T14:28:33Z2015-03-04T11:24:58ZIf ever there was a missing link along the evolutionary chain from sail to power, fantail cruisers have a strong case. These graceful beauties with narrow stems, slender beam, and sweeping sterns echo the most seductive sheers and refinements from the thoroughbred lineage of sailing yachts.

While powerboats run the gamut from grimy work vessels to the exotic luxury of megayachts, fantails hark back to yachting’s shapely past from a treasured era when aesthetics were held in higher regard. Sycara IV, the culmination of a passionate 20 year quest by owners Ray and Elsie Catena, is the arrival of that classic charmer to the 21st century—the ideal blend of history with modern engineering and appointments.

“We always wanted a classic cruising yacht with stately old-world charm for inland passages and coastal cruising,” said Ray Catena. “After enjoying a fleet of older 30s yachts we knew we had to custom-build one, with modern systems and structural engineering, that retained the aesthetics of those presidential-style yachts we chartered.”

The Catena’s turned to Burger, in Wisconsin, to get the job done. After three years the design team of Bruce King (exterior) and Ken Freivokh (interior) produced the Catena’s family pride and joy, Sycara IV.

The owners commissioned Burger to build this authentic creation in homage to the Art Deco age of 1920s fantail cruisers. Famed sailboat designer Bruce King shaped the hull with a slender keel, to produce minimum wake.

Catena says the boat is art itself, so there is no need to display any on the walls. The saloon is a blend of inlaid teak, mahogany, burl madrone, sycamore, paduk, and ebony with a bar of onyx, opposing an alcove of crystal and lead-paned glass and Lalique panels. Round ports, curved doors, skylights, and classic window treatments dazzle with old world charm.

The wheelhouse deck was raised six inches for better viewing, and a contemporary electronics suite was shoe-horned into the narrow confines of this traditionally-scaled command center. The owner’s favorite spot underway? Perched atop the sumptuous leather port and starboard settees.

A jewel box interior in the main saloon of this yacht features classic round ports and teak grating, with stainless steel and brass detailing and a circular overhead skylight that peeks out on the fantail deck.

The spacious on-deck master suite defies the narrow beam confines of this slender cruiser. Constructed over the engine room, it features floating floor and beaded ceilings over foam padding, with insulated doors for ultimate soundproofing. The traditional mahogany fiddles and crystal glass panels, with a sycamore writing desk, showcase stunning craftsmanship.

Freikovich says the interior is a contemporary and functional interpretation of the Art Deco period. The VIP desk area incorporates the use of madrone burl, mahogany, padouk, sycamore, and ebony detailing, with a traditional family of classic moldings.

The interior design combines old world charm with the contemporary, as well as creative stowage to accommodate living on board for longer voyages. The VIP below decks is equal to the on-deck master, with interior joinery that includes more than 20 inlays.

At 151 feet overall, the Sycara IV has a waterline-length of only 118 feet. The narrow side-decks and low profile produce a historically true design, though also one of smaller volume.

The megayacht-worthy socializing area topside has a bar, dining area, and hot tub, all of which are lower than the forward teak cap rail at 19’6″ off the water. Note that even the communications domes (the tops of which are just visible behind the launch) are kept at that height.

A restored 26′ Elco classic runabout (of over two tons) lies securely above the fantail deck. Sycara IV‘s most strikingly distinctive fantail defines what the owner calls a family heirloom.

Sycara IV‘s hull and superstructure are built of corrosion-resistant Alustar, an aluminum alloy. This sweet stern produces less than one foot of wake at its top speed of 14 knots, while burning just 26 gph.

The owners wanted – and received – a historical presentation in an American-built yacht. The Sycara IV‘s teak decks and defiantly retro profile also include a bowsprit and mast of carbon fiber, painted to mimic teak and mahogany.

The combination of laced canvas between stainless-steel frames with individual oval-topped wheelhouse windows harkens to the classic era of motor cruisers. The stately bell and butterfly hatches add to the effect.

Sycara IV has a fine entry, clipper bow, and telescopic bowsprit for fitting into shorter slips.

Each spring the owners showcase their yacht proudly at the St. Bart’s Bucket, where it’s moored alongside Sycara V, a 250’ Nobiskrug. Despite the size and splendor of their new superyacht they prefer the cozy on-board ambience of this fantail charmer, which has a style and grace that never fade.

Want to experience Sycara IV firsthand? This yacht is available for charter through International Yacht Collection (for about a quarter million dollars per week), in the Caribbean (winter months) and New England (summer months).

]]>0Kim Kavinhttp://www.charterwave.comhttp://www.yachtworld.com/boat-content/?p=150552015-03-02T15:36:59Z2015-03-01T11:01:05ZIn early February, Gavio Group announced that it was buying Bertram Yachts, with the acquisition expected to be finalized by March 31. Gavio is the parent company of Baglietto, an Italian megayacht brand. Thus far, expectations are that Gavio will keep things much the same at Bertram, which has been well-known to American fishing and cruising enthusiasts since its first production model, the Bertram 31, came off the line in 1961.

Bertram models have grown in size and luxury over the years…

Having Bertram and a megayacht brand in the same family may have seemed crazy back then, but Bertram models have grown in size and luxury over the years, and since 1998 Bertram has been owned by The Ferretti Group in Italy, which also owns the megayacht yard CRN (among other brands). Bertram’s line has expanded the entire 50-plus years, with the 46 Bertram Sportfisherman in 1970, the Bertram 58 Convertible in 1977, the Bertram 72 Convertible in 1989 and, in 2010, the Bertram 800, which remains the flagship today. New models no longer start at 31 feet; now, the smallest new Bertram you can buy is a 54. And she has benefited, like all Bertram models, not only from in-house innovation but also from the trickle-down benefits of having such luxurious cousins in the superyacht sector.

The current model Bertram offers in the 60-foot range is a 64 Convertible (Shock and Awesome: Bertram 64 to learn more), but from 2004 to 2010, the Bertram 63 was the popular model of similar size. Jim McKee, a broker with Gilman Yachts who previously worked at Richard Bertram for 19 years, says he thinks the 63 is one of the best models Bertram ever built, thanks to a dry ride and a great interior layout.

The Bertram 63 was built to ride beautifully while turning heads.

Though he has personally owned five Bertrams, the 63 was not one of them: “My best friend owned a 63,” he says with a laugh, “so I didn’t need one.”

McKee currently holds the listing on Hull No. 12 of the Bertram 63, whose seller could not be a bigger fan of the Bertram brand, having also owned a 28 Bertram, a 50 Bertram and a 60 Bertram. The 63 now for sale is a 2005 build McKee has known since his days as an owner’s representative at the shipyard.

“I built that boat for a very good friend of mine,” he says. “We put about 700 hours on it fishing in the Bahamas, and then I sold it to the present owner, a gentleman from Puerto Rico.”

Usually, McKee says, Bertram 63s that get offered on the brokerage market are in good condition, especially the ones with crew. This particular 63, he says, is loaded with options and has been well-maintained. She has 1,190 hours on her twin 1,676-horsepower Caterpillar C-32 engines, which were under premium Caterpillar warranty until November 2014. Helm electronics include a Garmin GPS 7215 touchscreen bridge, a Furuno 1953C 72-mile radar, VHF radios by ICOM and a Simrad AP20 autopilot.

Will these original Bertram 63s soon become the stuff of legend? It’s highly possible, what with new company owner Beniamino Gavio hinting at the recent Miami Yacht & Brokerage Show that he that he may return to Bertram’s roots with a modernized 31, to be followed by updates to larger models as well. Gavio says enthusiasts can count on him treating Bertram “with great, great respect.” Time will tell whether the 63 will return as part of his vision for the brand’s next 50 years.

]]>0Jeanne Craighttp://www.yachtworld.com/boat-content/?p=149632015-02-25T19:55:48Z2015-02-28T11:39:02ZIf you’ve experienced the joy of having your own yacht tied up at the dock, you know that the actual purchase price is just a start. Those who are new to boat ownership, however, will learn that it’s wise to budget for operational expenses, including maintenance and repairs, which on an annual basis can run close to 10 percent of the boat’s value. The amount you’ll spend depends on the type of boat you have, how much it will be used, and how much of the work you’re willing to do. But even so, there are a few ways you can curb the total bill.

Even on a rebuilt wooden tug like Wallace Foss, ongoing maintenance will help keep projects from becoming overwhelming.

SIMPLE MAINTENANCE: Little repairs will add up to big expenses over time, which is why it makes more sense to have engines and drives serviced at least as frequently as the factory suggests. In addition, spend a few minutes before and after every ride checking for developing problems. You can have a simple gel-coat nick repaired for next to nothing if you catch it early; however, the cost of fixing a delaminated area will put a big dent in your boating budget. Also note that the boat owners who typically overpay for repairs are the ones who procrastinate. If you maintain a rigorous maintenance schedule, you could save a substantial amount of money in labor and parts over the long-term.

DIGITAL MAINTENANCE: A hot trend in boating is the subscription service that digitally catalogs all of your boat’s manuals, parts and service data so you can track and schedule maintenance for each system from your computer, tablet or smart phone. Called digital yacht maintenance management services (read Modern Yacht Maintenance, for the full scoop,) they’re available for new and used boats in a range of sizes. Services tell you when maintenance is due on all systems and what needs to be done during a specified window of time. You then schedule the work with the click of a mouse. While convenience is a key benefit of this type of service, the providers say boat owners also realize savings in repairs since regular checkups for the boat prolong its life and prevent breakdowns when you’re out on the water.

WINTERIZING: Fall lay-up is one of the most important maintenance duties a boat owner will perform, since proper winterization prevents costly damage that can result from freezing, dormancy, corrosion, and moisture. For that reason, it really doesn’t pay to skimp. However, rather than leave the whole process to a yard or marina, you can reduce the size of a decommissioning bill by performing some of the necessary procedures yourself. There are a number of lay-up chores that even a novice boat owner can complete. Those jobs include: pressure-washing the bottom after the boat is hauled (if you don’t own a pressure washer, you can rent one for a reasonable fee); cleaning and waxing the hull; scrubbing exterior dirt stains and streaks; and washing, polishing, and waxing all hardware, deck fittings, rails and other metal parts that are susceptible to corrosion over the winter. Note that some marinas and yards set restrictions on the amount of work customers are permitted to do themselves, so before deciding where your boat will hibernate, make sure you’ll be allowed to perform some of the winterizing procedures yourself.

COMPARISON SHOP: The price of parts and equipment can take a big bite out of your boating budget. Even items like cleaners, teak oils, wax and polish can really add up. To keep expenses in check, shop smartly. Some seasoned boat owners make a point of working the local boat shows to stay up-to-date on the going rates for parts and equipment. Shows can also be great places to find bargains. Other boat owners shop online (often with stores that offer free shipping,) since local marinas often lack bulk buying power. It can also be cost-efficient to buy in bulk, particularly supplies that are consumable such as oil and cleaners. Buy what you need for a full season at one time (preferably off-season) and you could realize savings.

If you play it smart, there could be money left over in the maintenance budget at the end of the year. That means you can invest it right back into your yacht with upgrades that will keep your ride looking great, running better, and increasing in resale value.

]]>0Gary Reichhttp://www.yachtworld.com/boat-content/?p=150972015-02-26T15:14:04Z2015-02-27T11:04:25ZThe 2015 Magnum 51 Bestia is part of a Magnum Marine lineup: six models ranging from 44 to 100 feet in length. This new model is lighter, slightly faster, and more efficient than the 50 foot model it replaces.

Speed and performance are delivered by a pair of 1,600-horspoewer MTU 10V 2000M94 diesels mated to Arneson surface drives tipped with Rolla NiBrAl surface-piercing propellers. Top speed is said to be 74 mph with this setup, burning an amazingly efficient 100 gph. Reasonable and efficient cruise speeds settle in around 55 mph, though for the best combination of both speed and efficiency, 45 to 50 mph is apparently the best range. A pair of 1,950-horsepower MTUs are an option.

As part of the SD (semi-displacement) series offered by Sanlorenzo, the SD112 bears family styling. She stands apart from the competition primarily by being a full three decks high. Most similar-size yachts are two decks. Further appreciated: the standard fold-down balconies along the main deck. They help bring more of the outside into the primary relaxation and dining space.

Here’s a better view of the effect the balconies have, with the aft-deck doors kept open. A change the owner requested: sliding stone walls, flanking the TV. They can conceal it, plus hide stowage for a dining table. The owner hired an artist to create the sliding walls for O, and the yard customized the setup.

O’s master stateroom is forward on the main deck, with access to a personal alfresco area. This doesn’t preclude a main-deck galley. The Sanlorenzo SD 112 tucks it to port just aft of the sleeping area.

The contemporary master bath is arranged in an unusual way. It’s to port just inside the entry to the suite, concealed by sliding panels like the ones in the saloon. When the panels are closed, they appear to be an art element. It heightens aesthetics and preserves floorspace for the sleeping area.

With O being a Sanlorenzo, of course the yard brought its own ideas to the table to entice buyers. The floating stairway is a hallmark of its designs. The upper treads are mounted to the glass and the wall. The openness, plus the sliding doors outboard, preserve lightness and brightness.

The four guest staterooms aboard O are on the lower deck. Some buyers may wish to swap out one of the staterooms for a gym, or a cozy TV/movie room. Sanlorenzo offers the guest foyer running fore to aft or athwartship. Both have an impact on the two aft cabins’ head arrangements, but not dramatic ones.

Speaking of dramatic, there’s drama, in a good way, in O’s skylounge. Note the joinery effect overhead. The room mixes Tanganyika wood, walnut, and teak in an inviting atmosphere. Just as in the saloon, the aft doors can be left open. The side ports are a bit narrower than those aboard similar-size yachts, but the room doesn’t feel claustrophobic.

The full third deck aboard O is this inviting sundeck. There’s enough seating to handle a big crowd, plus a hot tub and sunpads forward to accommodate a few more folks. Guests curious about performance can keep tabs on things thanks to the B&G instruments in the mast, or look over the captain’s shoulder at the second helm (not visible).

The captain of O, who was hired as the yacht was nearly complete, says she’s been a good sea boat so far. O put an impressive 4,000 nautical miles under her hull in her first cruising season. The captain has so far run her typically between 12 and 14 knots. Sanlorenzo designed the SD112 to top out at 17 knots.

]]>0Diane Byrnehttp://www.yachtworld.com/boat-content/?p=150362015-02-25T19:38:38Z2015-02-26T11:37:09ZIn semi-custom construction, some yacht buyers focus on “custom” and seem to forget the “semi” part. Maybe it’s due to excitement, or thinking their request is no big deal. Either way, when buyers want to tailor something further, alarm bells can ring among the build and design teams. That could have been the case with the first Sanlorenzo SD112, christened simply O. In fact, Sanlorenzo of the Americas management says that more than once, the owner began conversations with, “I was thinking…” However, the aesthetic changes made are not just appealing, but also pretty practical, even for other owners to emulate.

As part of the SD (semi-displacement) series offered by Sanlorenzo, the SD112 bears family styling. She stands apart from the competition primarily by being a full three decks high. Most similar-size yachts are two decks. Further appreciated: the standard fold-down balconies along the main deck. They help bring more of the outside into the primary relaxation and dining space.

Here’s a better view of the effect the balconies have, with the aft-deck doors kept open. A change the owner requested: sliding stone walls, flanking the TV. They can conceal it, plus hide stowage for a dining table. The owner hired an artist to create the sliding walls for O, and the yard customized the setup.

O’s master stateroom is forward on the main deck, with access to a personal alfresco area. This doesn’t preclude a main-deck galley. The Sanlorenzo SD 112 tucks it to port just aft of the sleeping area.

The contemporary master bath is arranged in an unusual way. It’s to port just inside the entry to the suite, concealed by sliding panels like the ones in the saloon. When the panels are closed, they appear to be an art element. It heightens aesthetics and preserves floorspace for the sleeping area.

With O being a Sanlorenzo, of course the yard brought its own ideas to the table to entice buyers. The floating stairway is a hallmark of its designs. The upper treads are mounted to the glass and the wall. The openness, plus the sliding doors outboard, preserve lightness and brightness.

The four guest staterooms aboard O are on the lower deck. Some buyers may wish to swap out one of the staterooms for a gym, or a cozy TV/movie room. Sanlorenzo offers the guest foyer running fore to aft or athwartship. Both have an impact on the two aft cabins’ head arrangements, but not dramatic ones.

Speaking of dramatic, there’s drama, in a good way, in O’s skylounge. Note the joinery effect overhead. The room mixes Tanganyika wood, walnut, and teak in an inviting atmosphere. Just as in the saloon, the aft doors can be left open. The side ports are a bit narrower than those aboard similar-size yachts, but the room doesn’t feel claustrophobic.

The full third deck aboard O is this inviting sundeck. There’s enough seating to handle a big crowd, plus a hot tub and sunpads forward to accommodate a few more folks. Guests curious about performance can keep tabs on things thanks to the B&G instruments in the mast, or look over the captain’s shoulder at the second helm (not visible).

The captain of O, who was hired as the yacht was nearly complete, says she’s been a good sea boat so far. O put an impressive 4,000 nautical miles under her hull in her first cruising season. The captain has so far run her typically between 12 and 14 knots. Sanlorenzo designed the SD112 to top out at 17 knots.

Hearing “I was thinking…” from a client can put a builder on the defensive. But the Sanlorenzo team found solid logic behind the ideas of O’s owner. He didn’t want the dining table to permanently occupy floorspace and thereby prevent the saloon from being truly relaxing. He also had a clever concept for the settees: The wedge-like backs slide to let guests face the TV or face each other. Then there’s a fully stocked, flip-down bar with an icemaker concealed on the aft deck. It’s little things like this that Sanlorenzo invites owners to do, yet they make a big difference.

]]>0Carol Croninhttp://features.boats.com/boat-content/author/carolcronin/http://www.yachtworld.com/boat-content/?p=150462015-02-18T15:23:58Z2015-02-21T11:05:49ZFrom the minute reviewer Gary Reich stepped aboard the Horizon PC52 power cat, he had to keep reminding himself that he wasn’t on one of the 130-footers berthed right across the dock. So can a 52-foot power cat really provide a megayacht experience?

According to Gary, the PC52 is the best of both worlds: “While you can’t land a helicopter on it, the 52 does provide the feel of a luxurious yacht that’s twice or nearly three times its size. The fact that this power cat isn’t 100 feet long is probably the biggest part of its charm.”

]]>0Kim Kavinhttp://www.charterwave.comhttp://www.yachtworld.com/boat-content/?p=149312015-02-16T21:17:28Z2015-02-20T11:48:19ZWe’ve had a thing for the Christ-Craft 25 Launch since we first tested her back in 2002. That’s right, 2002, the year Nickelback topped the charts with “How You Remind Me” and the world first saw Matt Damon as an amnesiac assassin in “The Bourne Identity.” That was a year after the model began production, in 2001.

If it feels like that was a long time ago, that’s because it was. Now after almost 15 years, Chris-Craft is still finding plenty of eager buyers for this model, both new and used boats.

The Chris-Craft 25 Launch may be small, but it’s big in popularity and high in class.

“I don’t know any other brands mass-produced that have a boat around since 2001 and it’s still a good seller,” said John Benchimol, owner of Harborside Marina in Clinton, Connecticut, a Chris-Craft dealer. “An average year is 450 boats a year across the whole model line, and this is definitely one of the more popular ones in their line.”

Chris-Craft Launch models range from 20 to 36 feet length overall. The 25 Launch is actually 26 feet 8 inches, with a beam of more than 8 feet and all the guest seating that allows. She’s a stunner, too, with styling that is an homage to classic wooden launches of the 1920s, ’30s and ’40s. She’s easily marketed as an upscale megayacht tender just as much as a family dayboat for cruising.

Her hull, designed by Michael Peters, is still the same as it was during the original 2001 build year, but the topsides look has been updated several times to keep the model fresh in the marketplace, Benchimol says. The variations in styling don’t seem to affect brokerage sales, as buyers materialize quickly for 25 Launches of all vintages as long as they’ve been well-maintained.

“The good, clean Chris-Crafts tend to sell on average in about 30 days,” Benchimol says. “The type of buyer looking for that boat wants something turn-key. They value a higher-end, quality boat that doesn’t go out of style.”

Harborside Marina currently has three on the market: a 2007, an ’08 and an ’11. Benchimol says in New England, the optional teak raises buyer interest substantially, while closer to the Florida cruising grounds, less teak can be more sought-after (as can pastel hull paint, vs. traditional New England blues and reds).

Multiple power packages are available, but Benchimol says they’re not usually the deciding factor in a brokerage sale. “It’s definitely about the look, about how much teak the boat has on it; customers seem to like that,” he says. “It comes in different power packages, but even the standard motor means it’s not a basic boat.”

The really good news for buyers, he adds, is that Chris-Crafts are built to handle hardy offshore conditions and extensive cruising, but most original owners don’t pound them to pieces. Many of the Launch 25s that become available for resale are darn near sparkling.

“The good thing about Chris-Crafts, selling them pre-owned, is that people who buy them do not use them that often,” he says with a chuckle. “They have a lot of hobbies. They’re affluent.”

SAFE boats have become a symbol of maritime security, and they are also coveted by superyacht owners aboard expedition yachts or sleek Euro-styled craft as customized tenders.

It all began when Hansen, a Puget Sound native, got the idea for a safe, nearly indestructible, all-weather boat. He patented the concept of an aluminum core wrapped in a buoyant collar with planks of polyethylene foam, coated in thick polyurethane like a truck bed liner.

In the early 1990s times were lean, and Hansen struggled to find a manufacturer to meet his standards. Despite setbacks, he resisted selling out to the many inflatable manufacturers that courted him, recognizing SAFE Boat’s potential. He stuck by his patent and built his own facility into an unbelievable success story.

The boats proved strong, able to handle heavy seas and the most violent maneuvers. They were also adaptable to customizations, which opened the market for high-end tenders.

After 9/11 military contracts put them on the map, as they produced two to three commercial-strength boats per week. Customers included the Marines, Navy, and Air Force. Governments as diverse as Israel, Kenya, and Kazakhstan were buying SAFE boats.